Train-controlling apparatus.



PATENTBD NOV. -5, 1907.

APPLIUATION FILED APB. 2, 1907.

4 SHEETS-SHEET 1;.

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afar/'0,421 j PATENTBD Noms, 1907.

' W. GBRMINBR.'

TRAIN GoNTRoLLIN-GAPPARATUS.

APPLICATION FILED APR. 2, 1907.

4 S-HBETS-SHEBT 2.

1 w. GBRMINER. TRAIN GONTROLLlNG APPARATUS.

APPLIOATION FILED APB. 2, 1907. l v

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PATENTED NOV. 5,'190?. i v

' No. 870,427. EATENTEE N07. 5; 1907.

'W.*GERMINBR.

TRAIN CONTROLLING- APPARATUS.

APPLIOATION FILED APE. 2, 1.907.

4 SHEETS-SHEET 4.

Snowdon Unire vstains entrenar" triest y WILLIAM GERMINER, OF PUEBLO,COLORADO, ASSIGNOR OF TWO-FIFTH'S TO MARSHALL L.

BRITTAIN, OF PUEBLO, COLORADO.

TBAIN-CQNTROLLING APABATS.

Patented Nov. 5,1907.;

To all whom it may concern:

Be it known that I, WILLIAM GERMINER, a citizen of the United States7residing at Pueblo, in the county oi Pueblo and State oi Colorado, haveinvented new and useiul Improvements inTrain-Controlling Apparatos, otwhich the following is a specification. Y

The invention relates to an improvement intrain controlling apparatus,-Whe'reby the travel of one or more trains is automatically controlledwhen they are Within prescribed. distances of each other.

The main" object of the present invention lis the provision of anautomatic train controlling apparatus including. a series oi normallyopen circuits which are closed through the presence oi two trains Withinprescribed limits, the construction including a means adapted foractuation upon the closing ot the circuits to automatically set thebrakes `on the respective trains to prevent further travel oi the saine.

The invention will be described in the following i specification,'reference being hadlparticularly to the accompanying drawings, inWhichz-- l Figure 1 is a perspective view illustrating the applicationof my improved apparatus, Fig. 2 is a diagrammatic view illustratingparticularly the track circuits for the controlling oi trains, twoopposing engines being shown on adjacent track sections, Fig. 3 is asimilar view showing two engines in different positions with' respecttothe central station, Fig. 4 is a simiiar view sliouing the engines onremote sections. 1

Referring particularly to the drawingsp'ivherein is illustrated thepreferred form of the appaijatus, it will be noted that one track rail,as 1, is bondeil throughout, making a continuous electrical conductor,The opposing rail 2 is similarly bonded but also divided by insulation 3into a series of sections 4, 5 and 6, it being understood that there maybe anynuinber-ot thesesections and that they may be of anyv desiredlength. The section l, ivhich may be termed the station section. ispreferably adjacent an ordinary stopping point ,for the trains, or intheV immediate neighlmhogll of an operator from Whom the engineers mayreceive orders.. i

Ata convenient point adjacent the section l l arrange a source of energy,7, the line conductors 9 and -10 of which are connected by conductors11 and 12 with the sections e1. and 5 respectively. The conductor isalso in electrical communication with the section beyond section 4, as6, throiigh a conductor 13. while tlic ser-- tion beyond section 5 inadirecion opposite lo section 6 is in electrical 'connection with thcconductor through a conductor 14. The sections in opposite di- Iectionsbeyond the station section 4 are thus cucn in .direct electricalcommunication with the service conductors from the source oi energyAEach section' is 4 thus in electrical communication with ewsrjr4 othersection through a normally open-circuit, aswill be clearly 5 connectedto the locomotive struct-ure and carrying adjacent its ends spring arms16 which terminally snpport rollers 17 and 18, so arranged as to bearupon the respective track rails 'at all times, the tension oi the arms16 maintainingsufficient contact between the rollers and rail to insurea 'good'electrical connection. 65

Mounted in the engine cab is an electro-magnet 19,

`preierably of the double type, which is in electrical communicationwith the respective rollers 17 and 18 through the medium ot" conductors20 and 21.

` The electro-magnet 19 is supported adjacent the serv- 70 Y ice pipe 22lor the air brake system, which pipe. is provided with the usualenginee'rs valve 23 for manual control of the brakes by theiengineer.The pipe 22% preferably provided Witha cylinder extension 24 open at the'ends and 'breaking the continuity oi the 'pipe 22 75 said cylinderbeing arranged across the length ot the pipe andthe respective terminalsoi the pipe section adjacent the cylinder being secured thereto toprovide communication between said sections only through the cylinder.Mounted within'the cylinder 24 is a valve 80 body 25, centrally reducedat 25 to provide an annular passage 27 to permit the passage of airaround- `the reduced portion 26 of the valve and through the respectivosections of the pipe 22 when said valve is`disposed to aline the reducedportion with the pipe sections. 85. The valve body is suitably packed atthe ends to prevent cscape oi the air iroin the cylinder when the valveis in normal or cylinder closing position, and is further provided witha bar 28 extending toward the electroinagnct i9 and having a hookterminal 29. The elec-v 90 tro-magnet 19 is provided with an arniaturgi)carried upon onc ond of the lever 31, which lever is iulcrurned -at 32upon a suitable fixture in advance'oi the electromagnet and is providedat its forward o r tree termina-l with a hook 33 adapted to cooperatewith the hook 29 of 95 tlie valve body. The spring 34 is connected to afixed 'Y any ii-aired posiiionto the usual notched segment, not 1.95

shown.

A ily-pass or escape pipe' 37 is connected tothe train pipe 22. on thetrain side oi the cylinder 24, and is in iilcctro-niagnct is dncrgiz'ed,but ineffective to inain- 190 manually operable switch 38 arrangedwithin Couven-- ent reach of the engineerso'that he may break theelectro-magnet circuit at will.

As the respective track circuit terminals are arranged in differentblocks or sections', it is obvious that it is impossible for anyonetrain duringits travel lengthwise of 35 as to insure-a comparativelyslow movement of the 'valve body when released from the armature lever.

the track to complete a circuit and thereby energize the electro-magnet19. Ii, however, two trains7 either approaching each 'other or travelingin the same direction, are within the prescribed limits of the stationsections a complete circuit is formed through the track circuit,v

whose terminals include the respective occupied sec tions, the wheels 17of each locomotive apparatus, the conducto-"1 20 of each electro-magnetcircuit, the electro-magnets i9 of each locomotive', the conductors 2loi each electro-magnet circuit and the rollers 18 of each locomotiveapparatus to the continuous rail conductor l. The energization oi eachof the electro-magnets attracts'the armature oi each electro-magnet andoperates the lever to disengage its hook from the hook 29 of the valvebody. The spring 35 thereupon operates to move the valve bodyin theforward directionyshiting the port 27 out of alinement with the pipesections of pipe 22, and moving the relatively rear end of said bodybeyond the outlet end ofthe by-pass 37. This operates to effectuallycomplete the train pipe and set the brakes in the usual manner, therebybringing the train to a stop. The engineer may then. break the circuit,through the medium of the switch 38, andproceed with his train underperfect control to the station section 4 for orders, or until theinterfering train is in sight. The y apparatus is reset afterdenergizat'ion oi the electromagnets by releasing the lever 36 andmoving the valve .'body into normal position with its hook 29 engagingthe hook 33 of the lever.

' The lever 36 is a material part of the present invention, as Icontemplate thereby so tensioning the spring This operation inconjunction with the comparatively reduced bore of the escape 37 insuresa gradual reduction oi train pipe pressure 'and a. consequent steady andgradual application ,of thc brakes,

The system described will thus effectually prevent collisions as thebrakes of the interfering trains'will be automatically applied when saidtrains are Within prescribed limits of the central or station section. i

While preferring the details of structure illustrated and described itlis to be understood that various changes and modications thereof may beresorted to without affecting the function of the apparatus, and it is,therefore, to be understood that such changes and variations as may fallwithin the scope of the appended claims are to be considered as withinthe spirit oi the present invention. f

Having' thus described the invention what is claimed as new, is .j

1. A train controlling apparatus including a series of independent trackcircuits, normally open circuits carried by the locomotives and adaptedto be closed in conjunction with each other and with any one of thetrack circuits, an

open position upon the operation of the armature in the energization ofthe electro-magnet.

3. A train controlling apparatus including a series of independent trackcircuits, normally open circuits carried by the locomotive and adaptedto be closed in conjunction with each other and with any one of thetrack circuits. an electro-magnet included in each locomotive circuit. u

bleed valve arranged in the train pipe. a b v-pass leading from saidpipe and normally closed by n vulve. means for maintaining saidvalve inclosed position duringl denei'- gization of the electro-magnet. andmeans for moving the valve to ,open position upon the energization ofthe magnet.

an electro-magnet included in each locomotive circuit. a

bleed valve arranged in the train pipe. a b v-pass leading from saidpipe and normally closed by a valve. means for maintaining said valve inclosed position duringr denervalve to open position, a hook projectingfrom the valve. and a hook lever projecting from the armature andadapted to engage the valve hook when the electro-magnet is deenergized.

5. A train controlling apparatus including a series of independent trackcircuits. normally open circuits carried by the locomotive and adaptedto be closed in conjunction with each other and with any one of thetrack circuits, an electroniagnet included in each locomotive circuit. ableed valve arranged in tlie train pipe. a by-pass leading: from .saidpipe and normally closed by n valve. means'for maintaining said valve inclosed position during denerA gization of the electro-magnet. a springfor moving *the valve to ope'n position. :i hook projecting from thevalve.

a hook lever projecting from the armature and adapted to engage thevalve hook when the electro-magnet is deenergized. and means foradjusting the valve operating spring.

ln testimony whereof, l'ailix my signature in presence of two witnesses.

WILLIAM GERMINER.

Witnesses K. Annan',

Arum: BROWN.

rgization of the electro-magnet. a spring for moving the

